By Graeme Fletcher, National Post

Originally published: July 12, 2012

SMALL

MEDIUM

LARGE

In August 1999, Ford pulled the wraps off its first Harley-Davidson (H-D) truck. Since then, there have been many iterations. Bolder exterior style and spiffy interior aside, it was what was under the hood that differentiated the H-D from the mortal versions of the F-150. Over the years, it has been powered by a number of different V8 engines, some supercharged, others not. Regardless, the engine of choice always boasted better performance than the regular models.

The tradition continues. In this case, it is powered by a 6.2-litre V8 that puts out 411 horsepower and 434 pound-feet of torque. Even though it is motivating 2,625 kilograms of leather-lined opulence, the H-D has boogie to spare – it boasts a zero-to-100- kilometre-an-hour run of less than eight seconds, and it does so while eliciting the right exhaust noise.

The horses are put to the pavement through a six-speed automatic and all four wheels. The transmission includes a tow/haul mode. While it is designed to stop the box from hunting when hauling a load up a hill, it has a side benefit – it stretches out the shift points and increases the level of engine braking, which is a good thing regardless of whether there is a trailer in tow or not. The four-wheel-drive system has a number of settings: automatic 4×4, 4×4 high and 4×4 low. For the most part, I only used the first and last modes – the auto setting is fast enough to react to wheelspin, so there is little need to lock the transfer case unless clawing one’s way up a slippery slope.

When off-road, one of the many screens that can be called up within the instrument cluster is a pictogram that shows how steep the grade is, the angle of any slide-slope and how the 4×4 system is apportioning the power. Yes, it is surplus to need, but it is kind of neat at the same time – the ability to customize the instrumentation is the way of the future.

The F-150 H-D’s handling mirrors the characteristics of its namesake – it is a cruiser and not something that urges the driver to throw it into a corner. Whenever cornering speeds rise above pedestrian, it begins to feel rather ponderous in nature and this in spite of the oversized P275/45R22 tires. Now, this is not a knock because this thing is all about riding in style and being able to tow when needed.

From this perspective, the H-D succeeds. Well, almost. It will tow a small house, yet the ride quality is surprisingly good. All but the largest swale goes unnoticed by the occupants. It also counts all the needed tie-downs and arrived with a collapsible bed extender. The irony is I could not get a motorcycle to fit into the 5-foot-6 box.

Obviously, when you’re buying something that carries a $65,779 price tag (less any rebates), one expects to get the lot. In this case, you most certainly do. The standard equipment list includes power 10-way heated and cooled leather-wrapped front buckets to go along with a heated 60/40-split/folding rear bench seat with a one-touch lift feature. This opens up some interior storage space when it’s needed. Throw in all the usual power toys and a navigation system that’s tied into an upscale Sony audio system and nothing is lacking.

As for the execution, it is first-rate – for the most part. Forget any preconceived notion about the old plastic-seated, rubber-matted jalopies of yesteryear because this thing is, as I say, first class all the way. The front buckets are exceedingly comfortable, the steering wheel has a rewardingly chunky feel and the ergonomics at play are very good for something that is wider than the Smart car is long.

The downside is the overkill. I stopped counting the number of logos/name badges on the truck when I got to 20. Every time I thought I had a final tally, another seemed to appear from nowhere. The logos are everywhere from the pedals, in the wheel centres, seatbacks, navigation screen, fenders and tailgate to the elongated name that litters either side of the box and the front sill plates. The gaudiest of all sits atop the centre console lid – it’s not only large, it houses the vehicle’s VIN, year (2012, in this case) and its limited-edition number. It’s tacky to the point of excess.

My biggest peeve came in the form of the H-D’s powered running boards. These pointy-edged things had a nasty habit of powering out right into the middle of my shin. Yes, they do ease ingress/egress, but when they bite, they leave a mark – several, in my case. I was also left wondering how well the powered boards would handle an old-fashioned Canadian winter – frozen in the up position, I suspect.

The F-150 Harley-Davidson is an outrageous truck. On one hand, it verges on being gaudy because of all the needless badging. On the other, its road presence is larger than life and is, perhaps, only eclipsed in this department by the SVT Raptor and its outrŽ persona. The overwhelming impression it left on me was just how much pickups have changed. Once a workhorse pure and simple, it can now be equipped to the point of being as luxurious as any Lincoln – just be prepared to pay for the niceties.